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Sailplanes 1965 - 2OOO

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SAILPLANES 196R-2OOOJ J^s^a, - , Wing profiles 1965 - 2000 (Profiles shown in the previous volume , Sailplanes 1945 - 65, are not all reproduced here Kaiser Ka -13 Co 535/549 blend Culver Woodstock root profile Wortmann FX 62 - K -131 (Thickened to 14.4%) Wortmann FX 62 - K -153 Eppler E 662 Wortmann FX 66 -17 All -182 Wortmann FX 76 MPA -160 (Sunseeker) Delft DU 80 -141 Wortmann FX 79 - K -144/17 (FX6o-i26mod)_ Delft DU 80-176 (FX6i -i63Mod> Delft DU 84 -132 V2 Horstmann - Quast HQ -10/16.42 Delft DU 84-158 Delft DU 89 -134/14 Horstmann - Quast HQ -17/14.38 Delft DU 89 - 138/14 Horstmann - Quast HQ - 35 AH 81-131 Horstmann Quast HQ -144 - 39 W3 (For Wortmann flap) Horstmann - Quast - Althaus HX - 83 - Nase 80 XX79/18N2 HQ Discus 2 Root HQR 1 (ETA) (From photo) HQ Discus 2 Tip (From photo) Martin Simons Sailplanes 1965 - 2OOO To Jean, my dear wife, who has tolerated, crewed for and supported this crazy glider pilot for fifty years £QIP CONTENTS 4 Preface 51 Darmstadt 111 Glasflugel 5 Introduction 51 D 37 111 H-201 Standard Libelle 51 D 4o 113 H-401 Kestrel The Sailplanes 52 041 115 Glasflugel 604 Kestrel 22 117 H-205 Club Libelle 13 AUSTRALIA 52 Munchen 119 H-206 Hornet 13 Schneider ES - 65 Platypus 54 Mu-28 121 H - 303 Mosquito 15 Sunderland Moba - 2 123 Glasflugel 304 56 Stuttgart 16 BRAZIL 58 FS - 25 Cuervo 125 Rolladen - Schneider 16 Barros CB-2 Minuano 58 FS - 29 125 LS-i 18 Widmaier/IPE - KW-i 127 LS-2 Quero Quero 60 Alexander Schleicher GmbH 129 LS-3 20 WidmaierKW-2Bigua 60 ASW 12 131 LS-4 62 ASK 13 132 LS-6 20 BRITAIN 62 ASK 14 134 LS-y 21 Sigma 65 ASW 15 136 LS-8 67 ASW 17 24 Slingsby Sailplanes Ltd 71 ASK 18 138 Scheibe Flugzeugbau 24 SlingbsyT-5i DartiyR 71 ASW 19 140 SF-27M 27 Slingsby T - 53 Phoenix 73 ASW 20 29 Slingsby T-65 Vega 77 ASK 21 141 Schempp-Hirth GmbH 77 ASW 22 141 Cirrus 30 CZECH REPUBLIC 81 ASK 23 143 Holighaus Nimbus i 30 LET L-23 Super Blanik 81 ASW 24 147 Standard Cirrus 32 VSO-io 85 ASH 25 148 Nimbus 2 87 ASH 26 152 Janus 34 FINLAND 89 ASW 27 154 Mini Nimbus 34 PIK-20 90 ASW 28 154 Ventus A, B und C 158 Nimbus 3 36 FRANCE 90 Burkhardt Grob 160 Discus 37 Centrair C- 101 Pegase Flugzeugbau GmbH 162 Duo Discus 37 Centrair C - 201 Marianne 90 C- 102 Astir CS &.G- iO2Club 164 Ventus 2A, 26, & 2C 39 Wassmer WA-26 Squale und 94 G- 1 03 Twin Astir &G-iO3Twin2 166 Nimbus 4 &4DM WA-28Espadon 97 G- 104 Speed Astir 169 Discus 2 41 GERMANY 97 ETA 171 Siebert Sportflugzeugbau 41 The Akafliegs 171 Sie-3 100 Glaser - Dirks and DG 41 Braunschweig Flugzeugbau GmbH 173 Start und Flug 43 SB-8 und SB-8 V2 100 DG-100&DG-101 173 H-ioiSalto 43 SB - 9 102 DG -200, 202- 17 £ DG -400 45 SB-10 104 DG-300 175 Stemme GmbH £ Co KG 47 SB-11 107 DG-500 175 Stemme S - 10 Chrysalis 49 SB-i3Arcus 108 DG-6oo 108 DG-8oo 177 HUNGARY 227 USA 177 KM - 400 229 Applebay Aero - Tek Zuni 179 ITALY 232 Bryan Aircraft Company 181 Caproni Calif A- 21$ 234 Schreder HP-14 181 M -300 234 SchrederHP-i8 183 JAPAN 238 BJ -ib Duster 183 LAD Mita - 3 Kai - i 185 LADSS-2 240 Concept 70 185 Takatori SH - 15 240 Laister LP 49 & Nugget 187 LITHUNIA 187 LAK-iyA 241 Marske 241 Marske Pioneer 189 POLAND 243 Markse Monarch PW - 5 Smyk 191 EQIP Werbung & Verlag GmbH 195 PZL KR - 03 Puchatek 245 Project Genesis Hauptstrasse 276 195 Swift S - 1 0-53639 Konigswinter MDM Fox 248 Schweizer Aircraft Corporation Germany 197 Telephone: +49.2223.917070 SGS1-26E 198 SZD-30&30C Pirat 248 Telefax: +49.2223.917010 198 SZD - 32 Foka 5 250 SGS2-33 Website: www.eqip.de 201 SZD - 36 & 39 Cobra 15 & 17 252 SGS i - 34 Email: [email protected] © Martin Simons 2004 203 SZD - 43 Orion 254 SGSi-35 204 SZD-38Jantari 256 SGS i - 36 Sprite 206 SZD - 41 Jantar Standard 256 SGM2-37 The right of Martin Simons to 206 SZD -42 Jantar 2 be identified as the author of this work has been asserted by SZD - 48 Jantar Standard 2 256 Sunseeker 209 him in accordance with the 209 SZD - 48/3 Jantar Standard 3 Copyright, Design and Patents 211 SZD - 50 Puchacz 263 Woodstock Right Act of 1988. 211 SZD -51 Junior All rights preserved. No part of SZD -55 /i 213 this book may be reproduced or 215 SZD -56 Diana 263 APPENDICES transmitted in any form or by any means, electronic or me­ ROMANIA 262 How a High-Performance chanical. Including photocopy­ 217 ing, recording or by any informa­ 217 ICAIS-28B2 Sailplane is Manufactured tion storage and retrival system, 219 ICAIS-29 (Karl-Friedrich Weber DC without the permission from the Flugzeugbau) publisher in writing. 221 SWITZERLAND 221 FFC Diamant 269 Bibliography Printed in Czech Republic by 223 Neukom Elfe S - 2 & S - 3 269 Index Graspo CZ, a.s. Zlin 225 Neukom Elfe S - 4 271 Index of Names ISBN 3-9808838-1-7 227 Pilatus 6-4 272 Errata and Notes Cover: Thorsten Fridlizius, Nimbus 40 in New Zealand PREFACE The nine year old boy who, in 1939, had gazed in fascination at attended the next meeting, at the Wasserkuppe in 1974. Since then wooden sailplanes with translucent wings, and who as a teenager the international Vintage Glider Club has flourished and expanded. had hopped and crashed a Dagling, by 1967 had entered a soaring The need to trace and record the whole development from the start competition and done quite well. A Gold C distance flight in a Ka 6E of the sport in 1920, was pressing. These books are the result. This was achieved from Dunstable northwards to Bishop Auckland. Sever­ volume, following directly from the previous two, brings the story al failures to complete the 300 km triangle in England followed. Two forward from 1965 to the end of the century. years of spare time were spent rebuilding and modifying a Skylark 2. Again, it has not been possible to include all the types of sailplane We moved to Australia in 1968. My family say this was because con­ that appeared during the period. A preliminary list for this volume ditions there were better for soaring. There was some truth in this. included more than three hundred. Cutting was inescapable. In ret­ Two jobs were offered. Whichever I chose would mean a change of rospect it is easy to see now that the main stream has been the de­ professional direction as well as domicile. The post in Adelaide was velopment of plastic composite sailplanes in Europe, particularly taken because of the prospect of soaring over the Murray River Germany and Poland. Revolutionary when they first appeared, plains that stretch for a thousand kilometres east of the Mount these now have become orthodox. At the beginning it was not at all Lofty and Flinders Ranges. clear that this was to be the future. There was a long period of trial Before leaving England I spent some time wondering whether we and experiment, a proliferation of ideas, proposals, new ventures, should take a sailplane. Glass-fibre-reinforced plastic (GRP) discoveries, new instruments, new techniques. sailplanes were beginning to arrive in England. I spent an hour Some experimental sailplanes were never produced in numbers studying one. It was impressive and expensive. I postponed any de­ but were highly influential, pointing the way ahead. Others indicat­ cision but soon after arriving at the Waikerie Gliding Club I found ed only where future developments had better not go. Sailplanes myself enjoying the delightful GRP Glasfliigel Libelle H - 301. The were produced in many countries and all deserve their place in the advance in performance was amazing. Soon afterwards I imported a record. Some were and are still being built in wood, metal and other Kestrel 17. Here were new complexities. As well as the familiar sim­ materials. Many of these are highly interesting and original. It was ple controls and basic instruments, with electronic audio variome­ felt that they should be described where possible, if only for the sake ter and climb averager, there was multi-channel radio, oxygen gear, of variety. As many as possible have been included. Details of what a retracting undercarriage, camber flaps with combined landing was done have often been lost, or, in several cases, buried in dark flap, a tail parachute brake, water ballast. cellars or dusty archives where no-one is prepared to search. The fi­ In the following years, other modern sailplanes were owned and nal selection, as before, has depended on the availability of records flown with occasional contest successes. I achieved a State Champi­ and drawings but also reflects some personal bias and preference. onship once and broke the British National speed record for the 300 km triangle. (John Delafield took it in South Africa within a Where do we go from here? few days.) I never had the consistency required for major competi­ tion wins but one day at the Australian Nationals in 1971 I beat the It is not easy to see how development will continue from the year visiting world champion, Helmut Reichmann, in a race round a 428 2000 onwards.
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